Air-brake system.



GOPF.

AIR BRAKE SYTEM.

APPLIOATION rum) JULY 1, 1910.

Patented May 9, 1911.

F/wi Inventor Attorneys v FRANK GOFF, 0F CAMDEN, NEW JERSEY.

AIR-BRAKE SYSTEM. p 4

Application filed July 1, 1910. Serial No. 570,008. 1

To all when. it may concern: D Be it known that L'Fnaivip GOFF, a'c t1- zen of the United States, resldlng at Camden, in the county of Camden and State of New Jersey, have invented a new and useful Air-Brake System, of which the following is a'specification. v

This invention relates to air brake systems and more particularly to means whereby the application and the release of the brakes may be electricallycontrolled, said apparatus being used either 1n connect1on with or independently of the ordinary triple valve.

' Another object of the invention is to provide electrically operated means under full control of the engineer and whereby air may be caused to flow in any desired quantlties from the train pipe directly to each brake cylinder so that the brakes of all the cars will be simultaneously applied regardless of the length of the train.

Another object is to provide a release valve upon the brake cylinder of each car in the train, all of the valves being adapted to be electrically operated at the same time. A further object is to provide means whereby the auxiliary reservoirs may be recharged while the brakes are set, thus main taining additional air pressure under each ear for prompt delivery to the brake cylinders when it is desired to apply the brakes.

With these and other objects in view the invention consists of certa n novel details ,of construction andeombinations of parts hereinafter more fully described and pointed out in the claims.

In the accompanying drawings the preferred form of the invention has been shown.

In said drawings-:-Figure 1 is a view showing, in diagram, the system constituting the present invention. Fig. 2 is an enlarged section of the auxiliary valve interposed between the brake cylinder and the triple valve.

Referring to the figures by characters of reference 1 designates a brake cylinder which may or may not be. connected to the usual triple valve such as indicated at 2 and which is employed in the well known Vest.- inghouse system. Where this triple valve is utilized, the pipe. connection between the valve and the brake cylinder provided with a supplemental valve such as has been shown in detail in Fig. 2. The valve, which has been indicated at 3, has'a stem 4 upon Specification of Letters Patent.

Patented May 9, 1911 which isarranged a spring 5 adaptedto hold. the valve normally upon its seat. A wedge 6 is movable transversely of the valve casing and adjacent the free end of the valve stem, this wedge having a stem 7 which projects beyond the valve casing and is providedwith a head 8. By shifting the wedge in one direction, the stem 4 can be moved longitudinally so as to place the spring 5 under stress and unseat the valve 3. When;

however, the'wedge shifts in the opposite direction, the spring'5 will r'eseat tn. valve 3. An inlet port 9 is formed within the cylinder 1 and has a tubular screw plug 10 'detachably mounted therein and which constitutes the seat for the application valve 11. Said valve is formed at one end of the tubular core 12 of a solenoid '13 there beingopenings 14 in said core andclose to the valve 11 through which air is free to pass from the interior of the core to the interior of the casing 15 in which the solenoid is mounted. A perforated disk 15 is secured -to the core 12 adjacent the valve 11, the openings 14 being located back of this disk or, in other words,'between.the diskand the magnet-.- A coiled spring 17 may be mounted upon the core and between the disk and '1nagnet for the purpose of holding the valve ll'normally yieldingly upon its 'seat. Thebrake pipe 18 is connected to the easmg 15 directly back-of the tubular core 12,

by means of a branch pipe 19, and, if thetriple valve 2 is employed, another branch p1pe20 is extended from the pipe 18 to said valve as ordinarily.

A solenoid 21 is mounted on the brake cylinder 1 and is arranged Within a casing 22, the passage through the center of the solethe core 24- and the interior of the casing 22. A perforated disk 28 is secured to the core 22 at' a point between the valve 25 andnoid registering with a port 23 formedthe solenoid 21 and a spring 29 is coiled about this core and is arranged to' hold the valve normally on its seat.

An auxiliary reservoir 30 is arranged on each car and is connected'by a pipe 31 with the triple valve in the ordinary manner.

Each car of e irein is adapted to be equipped with no mechanism which has been described. A series oi'conductors indicated by the numerals 32, 3S, and.

is arranged along each car, said conductors being provided the ends of the car, with a conductor ll, will! the conductor an on its car, and said solenoid .is also connected by a conductor 42, will the conductor on said can It will thus be seen that when all of the care are coupled together, the solenoide 21 will be arranged in multiple as will also the solenoids 13.

- The locomotivecis provided with a generator 43 and a storage battery 44, there being a conductor extendin from the source of electricity and EllQ/Cllllfifi ly connected to a switch 46 in die form of a push button or the like, the other conductor extending from the switch, and widen has been shown at 43'3", being extended, to a plug switch 48 or fine like, to which extends conductor 49 extending from one of the poles of the source, Another switch 50 is electrically connected to the conductor l5 and has a conductor 51 extending to another plug switch 52, there being a conductor extending from thie'plug switch 52 to the conductor if deslred we sets of switches is and- 50 may be provic ed in the locomotive, these sets being located at points Where they can; be most conveniently reached by the engito the various solenoids 13 of the train is closed icy depressing jtho button 46 in the locomotive all of the said solenoids will be energized and the valves 11 vunseated, om permitting air to pass jfron she pipe 18 through the branches 19 the tubular cores 12 to line interiors of the cylinders l by Way of ports flt being understood that the air passes from the cores and into the ports by Way; ills openi'ngs 3.42 in said cores.v The admission of tlle'nir to the cylinders-is simullaneous throughout the length of the train; and can lie-readily cont-rolled so as loo-obtain eithcrgairplick or a, slow applicationeimpl-y by, vary ng the length of time energized lilo valves in which snecircuil: is clos l.

The release of ell the brakes is efi'ected simultaneously by complelaing the circnli, lilirougla'llle solenoids .21. This is done by closing the circuit as 50. -l'lheu the magnets are simnltane It will be apparent tlia s when the circuit ously unsealed and the air therefore permitted to escape through. the poris '23 and the hollow cores 24. This release of the air is under the absolute control of: the engineer and it will be apparent that, the release of the brakes can be efiectcd as rapidly as may be desired simply by varying the length of time during which the circuit is closed.

As has heretofore been stated, the electrically operated application and release valves can be used with or without the ordinary triple valve. When the triple valve is not in use, the valve l is kept upon its seatby the spring 5, thus, should it be desired to use this triple valve in ronnection With either of the valves 11 and 35, valve 3 is shifted to its open positi on by the wedge 6 which serves lac-hold said valve open.

Attention is directed to the fact that by utilizing valves such as have been described, the auxiliary reservoir can be. charged while the brakes are applied.

It will be apparent tha by utilizing the valve which has been described, all brakes will be caused to assume their releusedpositions simultaneously regardless of the number of cars or the length of the train. ll l oreover this release can be entirely or partly effected, according to the \vill'of the engineer and permits trains of any length and traveling at any speed, to be brou ht to a stop with absolute safely and smoot ncss.

By employing the release valve, it becomes unnecessary to employ excess pressure in the main reservoirand there is therefore nodanger of leaking joints in. the air pipes burst air hose, and the attendant strain an damage to other ports of the air brake mechanism resulting from an overcharged train line. A large nun'lbcr of parts of the ordinary air brake syst In may beeliminated, among'fthese being the graduatin valves, the triple exhaust ports, etc, of he triple valves, and many of the air passaes in the engineers brake valve, this being no to the fact that but three positions of the brake valve handle are necessary, namely, running position, service application position, and emergency posi 50H. It is a well known fact that where the ordinaryainbrakc system is employed the frontpOrtiOn of a long train is, often started before the rear portion oi the some me been released, with the result that the train is often. pulled apart. Moreoycnwhen the. l akes are applied to a long train, the front portion of the train is often. brought to a stop before the brul-rcs are applied to the rear cars and, as a result, the back portion of the train often piles upon the front portion thereof and thus causes considerable damage; By utilizing valves which will. all simullaneously operate, these objectionable features are eliminated.

It is of course to be understood that various changes may be made in the construc- 1 tion and arrangement of the parts vvithout brake cylinder, a valve'for closing communi- 15 departing from the spirit or sacrlfieing any cation therewith, a tubular stem upon the of the advantages of the invention as defined valve, said stem having outlet openings adin the appended claims. jacent the valve, a per rated diskupon the VVl1at is claimed is stem and adjacent the openings, and a so- '1. Apparatus of the class described inlenoid, said stern constituting the core 01' 20 eluding a brake cylinder, a triple valve, :1- the solenoid. valved connection between, said valve and In testimony that I claim the foregoing as the cylinder, means for holding said valve my own, I have hereto aflixed my signature off of its seat, an application valve, a rein the presence of two Witnesses. lease Valve, and separate. electrically oper- -FRANK GOFF. ated means for unseating the application Witnesses: and release valves. ELMER E. Cox,

2. In apparatus of the class described, a ERNEST H. O0x. 

